Did I buy the wrong truck for towing?

[vandermd]

I think you'll be fine. My issue with the Powerboost was the hybrid + high trim + short bed made for the worst possible pay load config. If I was to do it over and go for an F150, I would get a long bed Ecoboost or V8. I now view the long bed as a must for towing a travel trailer on a half ton.

All that being said, we are out in New Mexico right now with the new rig, and I have zero regrets going 3/4 ton. The tow was so much better, and my specs on the trailer are similar to what you are thinking and with the scale on the Weighsafe, we approached 950 tounge weight, which meant with only our bodies in the truck, we would have already been over payload in the F150.

thanks for the comments. I don't think I would go the way of the 3/4 ton for a few reasons....the extra $$, probably way more capacity than I will need, and the fact that it would also serve as a DD. But your 2500 is a nice looking truck!

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[Zco1]

thanks for the comments. I don't think I would go the way of the 3/4 ton for a few reasons....the extra $$, probably way more capacity than I will need, and the fact that it would also serve as a DD. But your 2500 is a nice looking truck!

Thanks! I was worried about all that too. I was surprised how smooth it is in the road though. Rough roads you definitely feel the stiffness of the rear end unloaded. But average roads and towing, it's just as good as my F150 was. One of the factors you can consider to bridge the cost gap is you don't need all the packages to tow a trailer like that with the 3/4 ton. You can easily do it with a basic F250. You can still get them of course, but a lot of the stuff you get in the packages on the HD trucks is technology based, so you can take it or leave it and be good either way.

 

[Zco1]

I'll add one thing too though, the Ford felt the stiffest out of the HD trucks to me. Might have been because I test drove a Tremor, I don't know. The Ram 2500 felt closest to a half ton, but felt cheaper to me. The GMs were right in the middle of feeling manageable and well refined.

 

[Davexxxx]

We really need someone who has kept more current than I have, on a few of the changes the last couple yrs. but inside it's weight class there is nothing wrong with the PB as a tow vehicle and with PPOB, it is superior, as a tow vehicle for a travel trailer.

The long bed vs. short bed thing,, I can't relate to. I know some claim long beds tow better but on the PB, they also cost 20lbs. in payload and make the truck less maneuverable as a daily driver. With the Crew Cab (the only config. PB comes in) and a short bed, is there really much difference in length with a regular cab long bed?

In 2023, when I ordered my truck, the PB came with a beefier frame, a heavier spring set, the 3.73 locker and a heavier GVWR than non PBs. I ordered the then standard tow package, as the Max Tow, didn't add anything meaningful that the PB didn't already come with, subtracted from payload and had the shearing bolt problem. I know those packages are different now but I don't know the specifics.

The problem isn't PB, it is adding heavy options. Moonroofs and the FX package, were an additional 60lbs. each as I recall. The then optional tailgate, was 40, the new one is probably more.

20" vs. 18" wheels were alleged to be 40lbs difference and as I recall, power running boards, cost another 40.

Using the VIN specific towing calculator and being truthful about occupant, cargo and accessory wrights, my truck is good for a max tongue weight of 1088lbs. and max trailer weight of 10,838lbs.

Loaded for month+ long trips, my trailer is ~7,500, Easily within all the specs.

Power nor braking, is even close to being an issue. 45+ MPH wind gusts can get tiring but the Weigh Safe keeps it behaved. I did up the tire pressures to 45 and added the 1,000lb. versions of Sumo Springs in the back to help with cornering. It tows beautifully.

In the mountains, (the combo has been to ~12K' twice) it excels with the twin turbos and the extra 30HP from the electric doesn't hurt either and the regenerative braking, takes some load off of the friction brakes. I set the cruise and let the truck do it's job. No worries, up or down.

And then once at camp, with the 7.2KW inverter generator, have the option of running the entire camper, including aircon, while the ICE engine runs 2 minutes out of 15.

The PB isn't a step down for towing a travel trailer. Inside of it's weight class, its a huge step up.

 

[Zco1]

The hybrid componentry weighs around 300 pounds. That isn't free weight when it comes to affecting payload. I don't think the long bed adds much in terms of payload, but longer wheelbase generally transfers to better stability when towing.

 

[oncechance]

 

[Davexxxx]

The hybrid componentry weighs around 300 pounds. That isn't free weight when it comes to affecting payload. I don't think the long bed adds much in terms of payload, but longer wheelbase generally transfers to better stability when towing.

I'm not sure what you're talking about as free weight. PB has 300 more lbs. of GVWR than non PBs and comes with heavier axle ratings and an extra rear spring.

The long bed doesn't add payload, it costs 21lbs.

 

[Zco1]

I'm not sure what you're talking about as free weight. PB has 300 more lbs. of GVWR than non PBs and comes with heavier axle ratings and an extra rear spring.

The long bed doesn't add payload, it costs 21lbs.

GVRW is not the issue, it's payload which the PB system does affect.

My 660 lbs tounge weight trailer came in at 950 by the time we were ready to roll. That meant with just me, my wife, and two small kids in the cab, we were already at max payload per the sticker.

If you're staying within the rated numbers, then GVRW is a little irrelevant as you will always max your payload first on most half tons, even more so on an optioned PB.

 

[Davexxxx]

GVRW is not the issue, it's payload which the PB system does affect.

My 660 lbs tounge weight trailer came in at 900 by the time we were ready to roll. That meant with just me, my wife, and two small kids in the cab, we were already at max payload per the sticker.

If you're staying within the rated numbers, then GVRW is a little irrelevant as you will always max your payload first on most half tons, even more so on an optioned PB.

Ford defines payload as GVWR - curb weight. Therefore, it can't be irrelevant and bumping the GVWR for PB definitely helps mitigate whatever extra weight PB is. Whether it is enough or not ???

As for the rest, we're speaking the same language, as I mentioned the heavy options as the primary factor, from early in this thread.

It isn't PB that gets people into payload trouble, its the options.

The one caveat to that, is that as of the last few yrs (?), it only comes with FWD, which costs toward 300lbs (?).

So, if one didn't want FWD, it definitely has costs, monetarily and re payload.

 

[Snakebitten]

We have one CrewCab Powerboost with more than 2000#s of Payload Capacity.
We have another that has 1400#s

So I have to admit that it's not really the Powerboost package that kills the available Payload.

One of those 2 Powerboost has ~600lbs of creature comforts. ?

 

[Chris GTO TT]

We have one CrewCab Powerboost with more than 2000#s of Payload Capacity.
We have another that has 1400#s

So I have to admit that it's not really the Powerboost package that kills the available Payload.

One of those 2 Powerboost has ~600lbs of creature comforts. ?

Interesting, when I was shopping for my XLT I would see 2 otherwise similar trucks one PB one 3.5EB and the PB without fail had 200-300lbs less payload capacity.

 

[Snakebitten]

Interesting, when I was shopping for my XLT I would see 2 otherwise similar trucks one PB one 3.5EB and the PB without fail had 200-300lbs less payload capacity.

Equally equipped, I don't think your findings are wrong.

My view of the reduced Payload of my Powerboost is skewed to support my personal desires. ?

Examples:

1. I replaced my 2018 KingRanch 3.5 Ecoboost with this 2022 KingRanch Powerboost. I gained a foot of cargo space in the bed, but lost ~225lbs of Payload Capacity. However, I had to heave a 150lb (dry) Yamaha inverter into the bed of the truck, as well as a couple of 5 gallon cans of fuel. Apples/Apples that Payload reduction is a wash and the convenience/performance of ProPower vs Yamaha 3000? Not to mention the gained space in the bed. Powerboost is a huge win!

2. If I did need that awesome 2000# "stripped" Powerboost to get the job done? I would remind myself that my fancy pant$ 2018 KingRanch had the same 8" Sync screen as the XL Powerboost, except the Powerboost is Sync4! And a stripped XL Gen14 Powerboost is like science fiction cool compared to my 2012 F150 XLT. (that I still have) I think we are a bit jaded as technology increases at an alarming rate, and we forget what we were actually thrilled with not that long ago.

That XL has been modified for towing and handling prowess. Modest budget too. Bilsteins all around. Rear sway bar. Airbags. And Michelins. It's a heck of a truck and runs/tows/handles great. It MSRP'd at $43k. Heck of a truck and has been trouble free for almost 5 years?

 

[Chris GTO TT]

Equally equipped, I don't think your findings are wrong.

My view of the reduced Payload of my Powerboost is skewed to support my personal desires. ?

Examples:

1. I replaced my 2018 KingRanch 3.5 Ecoboost with this 2022 KingRanch Powerboost. I gained a foot of cargo space in the bed, but lost ~225lbs of Payload Capacity. However, I had to heave a 150lb (dry) Yamaha inverter into the bed of the truck, as well as a couple of 5 gallon cans of fuel. Apples/Apples that Payload reduction is a wash and the convenience/performance of ProPower vs Yamaha 3000? Not to mention the gained space in the bed. Powerboost is a huge win!

2. If I did need that awesome 2000# "stripped" Powerboost to get the job done? I would remind myself that my fancy pant$ 2018 KingRanch had the same 8" Sync screen as the XL Powerboost, except the Powerboost is Sync4! And a stripped XL Gen14 Powerboost is like science fiction cool compared to my 2012 F150 XLT. (that I still have) I think we are a bit jaded as technology increases at an alarming rate, and we forget what we were actually thrilled with not that long ago.

That XL has been modified for towing and handling prowess. Modest budget too. Bilsteins all around. Rear sway bar. Airbags. And Michelins. It's a heck of a truck and runs/tows/handles great. It MSRP'd at $43k. Heck of a truck and has been trouble free for almost 5 years?

I agree it's great and there are times I wish I had gotten one. For most of my driving it would be better and then I wouldn't be so skittish about dry camping too. However, I was coming from a 2013 Lariat with 1189lbs of payload, so payload was my primary concern. I wanted 1800+lbs and wound up with 1700 because of the features I wanted and wouldn't give up from my Lariat (I still miss cooled seats). Of course the real irony is had I gotten the standard trailer tow instead of Max Tow I could have another 100ish lbs of payload. The PB with the features I wanted were 1500-1600ish lbs of payload.

 

[Zco1]

I don't run into a lot of campers who tow with a stripped down truck. Most of them are doing long trips and towing is always a little stressful, so it's better to have the comforts and technologies. Bottom line is I think the PB and F150s in general are amazing trucks. I am glad to have had mine and still miss many things about it. We were out in NM this weekend and there was a big monsoon that knocked out power to the part of the campground we were in. I thought man, it would really be nice to have Pro Power right now. But driving home and not even feeling the trailer or worrying about my stats while doing it in comfort was much better to me. Travel Trailers are tounge heavy with batteries, propane, and passthrough storage in the nose. It's not a job for a low payload truck. I know people do it, but it wasn't worth the risk to me. At the end of the day, if I knowingly pushed the limits and something happened to my family, I could never forgive myself. I think a PB is just fine to max on limits for towing something where you have more control over the load and balance, but rearranging the layout of a TT to equalize a load is just not an option. I honestly don't think I saw one half ton on the road or in the campground pulling a TT bigger than low 20s in overall length. If some guys can do that, and do it safely, or at least with a clear conscious, then more power to them, as I felt I could not.

 

[Davexxxx]

I don't run into a lot of campers who tow with a stripped down truck. Most of them are doing long trips and towing is always a little stressful, so it's better to have the comforts and technologies. Bottom line is I think the PB and F150s in general are amazing trucks. I am glad to have had mine and still miss many things about it. We were out in NM this weekend and there was a big monsoon that knocked out power to the part of the campground we were in. I thought man, it would really be nice to have Pro Power right now. But driving home and not even feeling the trailer or worrying about my stats while doing it in comfort was much better to me. Travel Trailers are tounge heavy with batteries, propane, and passthrough storage in the nose. It's not a job for a low payload truck. I know people do it, but it wasn't worth the risk to me. At the end of the day, if I knowingly pushed the limits and something happened to my family, I could never forgive myself. I think a PB is just fine to max on limits for towing something where you have more control over the load and balance, but rearranging the layout of a TT to equalize a load is just not an option. I honestly don't think I saw one half ton on the road or in the campground pulling a TT bigger than low 20s in overall length. If some guys can do that, and do it safely, or at least with a clear conscious, then more power to them, as I felt I could not.

I'm not trying to be a hard case, or overly harsh but there was no safety issue you were facing.

You were short of payload but well within the towing capacity of your truck. Power and braking was not going to be a problem for an aware driver. The tests to achieve towing capacity are pretty stringent. The links describing the tests have been posted many times.

Provided you used a WDH and it was properly adjusted, meant no safety issue from being short on payload either. That was more of a legal and wear n tear situation.

There are many here who tow in the 7- 8K lb. class, the last thing you want, is to forget you have a trailer behind you and I don't know but my Lariat is pretty cushy. Cooled seats are nice.

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